De La Salle College of Saint Benilde Power Curve & Region of Reverse Command Discussion

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6:07:48 M © Search @ R 246,146,1 98 01:47 + R 46.146.0 58 o Ely Kassner (https://fit.instructure.com/courses/586596/users/1898164). Saturday Hi Everyone, In an example written by Horne in an Aircraft Owners and Pilots Association (AOPA) article, you are a pilot on final below the glide slope and going to land short of the runway. When you add power and raise the nose, it only causes the airplane to continue sinking. This is what is called the “back side of the power curve, or the 'region of reversed command.” (Horne). That being said, the back side of the power curve and the region of reverse command' are the same idea. When the airplane is being maneuvered at a slow airspeed, the region of reverse command will be encountered. What happens here is implied by 'reverse command.' This means that a higher airspeed will require a lower power setting, whereas a lower airspeed will require a higher power setting to remain in a steady state of flight (“Aircraft Performance - Region of Reversed Command"). Going back to the example in the AOPA article, the addition of power should have reduced the rate of descent and made the aircraft more stable. Unfortunately, the pilot made the mistake of pitching up, which reduced the airspeed even further because the airplane continued sinking (Horne). As pilots, we encounter the region of reversed command every time we are on short final with flaps full. Thus, requiring the application of power to fly slower. This is why we are taught “power is altitude, pitch for that airspeed." This means that if you like the airspeed but are descending too quickly, add power to decrease the rate of descent without changing your current pitch attitude. If there are changes in your airspeed, gently add or relieve back pressure to accompany the changes. Especially if you are too slow on final, you will need to relieve more back pressure, since you are not flaring yet. Works Cited Horne, Thomas. “Proficiency: Behind the Power Curve Where It Takes More Power to Fly Slower.” AOPA, 5 Nov. 2013, https://www.aopa.org/news-and-media/all- news/2013/november/pilot/proficiency-behind-the-power-curve (https://www.aopa.org/news-and-media/all-news/2013/november/pilot/proficiency-behind- the-power-curve) “Aircraft Performance - Region of Reversed Command.” Flight Literacy, https://www.flightliteracy.com/aircraft-performance-region-of-reversed- command/__(https://www.flightliteracy.com/aircraft-performance-region-of-reversed- command/). Accessed 18 Sept. 2021. 4G 1:01:47 + Snapchat 46011/ 46.,1158 Aerodynamic Topic- Reverse Comman... Reply (han: Manuel Martinez (https://fit.instructure.com/courses/586596/users/1917454) Thursday The term "being behind the Power Curve or "on the back side of the power curve" is an analogy that comes from aviation and it has exactly the same meaning as "the region of reverse command" since when in this region, adding power and increasing angle of attack will make you increase the drag making your plane slower or not increasing in speed much, while decreasing power and angle of attack could help you increase speeds, and ultimately help you in getting out of the back part of the power curve. To quickly explain it, there comes a point when you are flying, mostly on landings, that your plane is slowing down, in order to maintain or keep the same altitude you need to start adding throttle again. Relatively soon, you have the throttle on full, the engine is going at full power, and somehow you are flying at a dangerously low speed. In fact, at that point you are barely creating enough lift for your aircraft to keep flying, if you cut the power back just a little bit, you could come falling down from the sky. This probably sound familiar to us aviators. The problem in this case comes with efficiency. In order to maintain a certain altitude at the lower speeds, the plane needs to have a higher angle of attack, pretty soon the drag or the air friction is using most of the planes power. Once you reach that point where you are at max throttle and very low speed, there is no way out unless you lose some altitude, and it might be necessary. If you are ok with losing some altitude, you can surely get your air speed back up, and pretty soon will be on the front side of the power curve, back to climbing and not forcing the engine any longer. Citations: Thomas A. Horne. "Proficiency: Behind the Power Curve" AOPA, Nov. 5 2013, https://www.aopa.org/news-and-media/all- news/2013/november/pilot/proficiency-behind-the-power-curve. Aircraft Performance - Region of Reversed Command, "Flight Literacy" https://www.flightliteracy.com/aircraft-performance-region-of-reversed-command/
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DISCUSSION POST
There is no difference between the power curve and the region of reverse command. Both terms denote
the area wherein "a higher airspeed requires a lower power setting and a lower airspeed requires a higher
power setting to hold altitude" (Flight Literacy, para. 3). This means that these areas will be encountered
especially during low-speed phases of a flight when a plane lowers its nose to gain altitude and raise it
again to lose altitude (Horne, 2013, para. 8). In these instances, speeds of flights below the average speed
for maximum endurance will eventually require settings on a higher power mode, with a sudden decrease
in airspeed. This is where the lowest point on the power curve happens. Doing s...


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